Motor-vehicle.



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PATBNTBD MAY 2, 1905.

C. SCHMIDT. MOTOR VEHICLE. -v APPLIg-ATION FILED MAB. 21, 1904.

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' WITNESSES 'J7-gm No. 788,605. `PATENTED MAY 2, 1905.

c. SCHMIDT.

MOTO-R VEHICLE.

APPLIOATION FILED MAILBI, 1904.

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WITNES'ES 57i-VENTO? AT1-Nr.

iTn STATES Patented May e, 1905.

PATENT i Orricn.

CHARLES SCHMIDT, OF DETROIT, MICHIGAN, ASSIGNOR TO THE PACKARD MOTOR CAR COMPANY, OF DETROIT, MICI-IIII-AN.n

SPECIFICATION forming part of Letters Patent No. 788,605, dated May 2, 1905.

Application filed March ZI, 1904. Serial No. 199,274.

Be it known that I, CiiiARLns SCHMIDT, a citizen of the United States, residing at Detroit, in the county of Wayne and State of Michigan, have invented certain new and useful Improvements in Motor-Vehicles, of which the following is a specification, reference being had therein to the accompanying drawings.

The invention relates to motor-vehicles, and has particular reference to certain features of construction, as will be hereinafter set forth.

In the drawings, Figurel is a plan View of the frame and some ofthe mechanism ofthe vehicle. Fig. 2 lis alongitudinal section through the frame. Fig. 3 is an enlarged view of a portion of Eig. 2. Fig. l is a longitudinal section through the forward portion of the frame and mechanism supported thereby. Fig. 5 is a plan view thereof. Fig. 6 is a sectional elevation of the hanger-bearing for the transmission-shaft. Fig. 7 is a central sec tion therethrough. Fig. 8 is a perspective View of a forward corner of the frame, showing the supporting-bracket for the cooler. Fig. 9 illustrates the connection of the cooler and lamp-bracket to the frame. Fig. l() is a section on line m Eig. 9.

The frame of the vehicle is formed of longitudinal side bars and cross-bars, which are preferably of channel cross-section. The longitudinal bars A are formed with a central portion havingI parallel top and bottom iianges (l, and and an end portion in which thelower flanges c and d taperupward toward the ends. Extending between the central portions of the bars A are the cross-barsB and B, which ai'e channel bars having downwardly parallel Aliangcs and at their ends fitting within the channel of thesidebarsA. Theconnections between the side bars and cross-bars are formed by gusset-plates C, which are arranged above the web of the cross-bars and below the up per iange of the side bar, being secured thereto preferably by riveting. The side flanges ofthe cross-bars also preferably extend beyond the web portion and are turned `to forni angles c, riveted to the web portion of the side bars. Thus a strong and rigidlybraced connection is formed between the side bars and cross-bars. Forward of the front cross-bar B the side bars A are offset inwardly to form the contracted parallel portions A. These forward portions of the side bars are cross-connected near their ends by the cross-bar D, prefiirahly of similar construction to the channel-bars l-I, but of somewhat greater width. This cross-bai' is also similarly connected to the side bars by triangular gussets C. r[he cross-bar I) forms not only a strut for the frame, butalso a connection foi' the forward cross-spring E, which supports the frame upon the front-axle.

As shown, E is a block fitting within the channel of the bar D and forming a bar for the central portion of the spring E. E2 rep- 65 resents clips which pass through apertures in the web -of the bar D and embraces the spring E within the channel, said clips having at their lower ends the clip-plates E3, clamped upon the spring by the nuts E". With this con- 7o struction the spring is lirmly secured to the bar D and is held from lateral movement by the side Iianges of the channel.

The space between the portion A of the side bar A is designed to contain the motor, which latter is directly supported from said side bars. To this end cach of the side bars has attached thereto a plurality of hangers F, preferably in the form of stirrups or U-shaped parts. These are secured to the side bars by 8O means of angle-flangesf, riveted to the web of the bar A, and also the angle-Hanges (y at the upper end of the stirrup, which are riveted to the upper flange of the bar A. These stirrups form supports for the motor, which S5 has projecting from the side thereof a series of arms or lugs E', engaging with the stirrups. The rear end of the frame is supported upon the drive-axle (Ar, preferably by side spring Cr'. Between the axle (i and the ino- 90 tor is the transmission-shaft, which comprises the section H, connecting with the variablespeed gear, preferably inclosed in a housing G, adjacent to the axle G, and also a section H', which is connected to the section H by a 95 universal joint H2. This section is connected to the engine by a clutch I-I, which may be of any suitable construction, but, as shown,

comprises a flange /L on the fly-wheel 7i' of the engine and an expansiblehead 7a2, secured to the shaft H, adapted to internally engage the flange L. The section H is preferably stepped link K'3 with a bell-crank lever K7.

into the engine-shaft, as shown at vi, and at its opposite end is supported in a hanger I, depending from the cross-bar B of the frame. The hanger I is preferably formed in two sections, each comprising a shank 7' and a box or bar j", the latter being' adapted to hold a ballbearing 1 for supporting the shaft. The two Sections of the hanger are secured together by suitable means, such as the bolts I2, and the shanks are attached to the cross-bar B by projecting between the {ianges of the latter and having securing-bolts I3. The bearing l is sleeved upon the shaft H, having a shoulder engagement therewith, and preferably7 remains permanently thereon; but this bearing may be engaged or disengaged with the shaft from the hanger I by loosening the bolts l2 and separating the sections of the hanger. The shanks y' of each section of the hanger are preferably secured to the bar by a pair of bolts I3; but whenever it is desired to detach the bearing I from the hanger one of the bolts P maybe removed, after which the sections of the hanger may be swung upon the other bolt l, as indicated in dotted lines, Fig. 6. Thus to engage or disengage the section H of the shaft it is only necessary to disengage the hanger I and then move the shaftsection longitudinally a sufiicient distance to disengage its end from the stepped bearing in the engine-shaft.

The clutch H3 is normally operated by a foot-lever J, which is pivotally secured to a bracket J, projecting laterally from the crossbar B. This bracket is preferably secured in position by the same bolts 13 which are employed for securing the sections of the hanger to the said cross-bar. The lever J engages with the sliding collar J 2 on the shaft-section H, which is adapted to operate the expansible head if by suitable mechanism.

J3 is a spring sleeved upon the shaft H and acting to press the collar J2 into position for engaging the clutch. Thus the clutch is normally held in engagement by the spring' J3, but may at any time be released by pressure on the foot-lever J. The shoulder on the shaft H transmits its thrust to the bearing I.

The vehicle isprovided with a suitable handcontrolled brake mechanism, which comprises the brake-head K on the drive-wheel, the rock-shaft K, having an operating connection K2 between it and the brake-head and being itself actuated from a lever K3 through the medium of a link 1C. The lever K3 is secured to a rock-shaft K, which is connected by a This lever K7 is preferably fulcrumed in the bracket J and is adapted to cooperate with an arm Ji, connected with the foot-lever J, so that whenever the brake is applied the clutch H3 will be released. The releasing of the clutch H3 is effected in the initial movement of the brake-lever K3, which through the mechanism described rocks the bell-crank lever K7 and operates the arm J11 to actuate the lever J so as to press the spring' J 3 and release the expansible head h2. W hen the clutch is released, the further movement of the lever K3 will cause the operation of the brake through the rock-shaft K' and connection K2. This movement is permitted by providing the arm J* with a segmental portion J5, which in the released position of the clutch is concentric with the axis of the bell-crank lever K7 and permits the engaging arm of said lever to travel around the segment without moving the lever J. Thus the clutch H3 may be released either by the direct actuation of the lever J or automatically whenever the brake is applied.

At the forward end of the frame is arranged the cooler L of any suitable construction. This cooler is supported upon projecting portions'ofy the side bars A, which extend beyond the front cross-bar D. These projecting portions A3 have the upper flange thereof cut away, so as to form an L-shaped cross-section on the lower flange of this L, and thus forms a ledge for supporting the opposite ends of the cooler L. As shown in Figs. l() and 9, the cooler is supported upon this ledge by first inserting a bevel-block M, the inclination of which is such so as to compensate for the inclined lower flange c of the side bars. Thus the upper face of the block forms a level bearing for the cooler, which is secured thereto by studs or bolts N passing through the apertures in the block M and flange c and also hooks O2, which engage with the ends of the flange c and form a support for the bracket independent of the securing-bolts M. These bolts after passing through the shank O should serve to lock it into position.

The engine is provided with a startingcrank, the shaft of which is in alinement with the engine-shaft and extends forwardly therefrom. This starting-crank is secured in a hanger P, which is attached to a plate Q, extending into the channel of the cross-bar D between the iiange thereof and the spring E. Additional support for the hanger P is provided by securing it to the under side of the cooler L, as shown in Fig. 4. By this arrangement the bearings P on the hanger P are located beneath the cooler L and serve to support the starting-shaft R in position for engagement with the engine-shaft by an endwise movement. The engagement between the shafts is effected by a ratchet-clutch of any suitable construction, such as indicated at S, and a spring T serves to move the startingshaft to disengage saidclutch when pressure on the crank is released.

The construction described is designed with a view of simplifying and reducing the num- IOO ber of parts and at the same vtime to obtain the requisite strength.

What I claim as my invention is-- l. In a motor-vehicle, a frame comprising a longitudinally-extending side bar of channel cross-section, with the flanges thereof turned inward, a cross channel-bar having a laterallyturned flange at its end integ'ral with a side flange thereof and secured to the web of the side channel.

9.. In a motor-vehicle, a frame comprising a longitudinally side bar of channel cross-section, havingthe flanges thereof turned inward, a channel cross-bar having downward ly-turned flanges and extending at its end between the flanges of said side channel, and a gusset-plate arranged between the web of said cross-channel and the flange of said side channel, and riveted to each.

3. In a motor-vehicle, a frame comprising a longitudinally-extending side bar of channel cross-section,having the flanges thereof turned inward, and a channel cross-bar havingdownwardly-turned flanges, said flanges being provided at the end of the cross-bar with ang'lebends secured to the web of the side channel, and a g'usset-plate fitting between the crosschannel and the upper flange of the side channel, and riveted to each.

4. In a motor-vehicle, the combination with a frame, of a cross-bar on said frame of channel cross-section, having downwardly-turned flanges, a transmission-shaft extending longitudinally of the frame beneath said cross-bar, and a hanger secured between the flanges of said cross-bar and depending therefrom, hav,

ing a bearing at its lower end for said transmission-shaft.

5. In a motor-vehicle, the combination with a frame having a cross-bar of the transmissionshaft extending longitudinally of said frame beneath said cross-bar, and a two-part hanger secured to said cross-bar embracing' said shaft and forming a bearing therefor.

6. In a motor-vehicle, the combination with a frame having a channel cross-bar with downturned flanges, a transmission-shaft extending longitudinally of the frame beneath said crossbar, and a two-part hanger having the sections thereof secured at their upper ends between the flanges of said channel, and at their lower ends embracing said transmission-shaft and forming a bearing therefor.

7. In amotor-vehicle, the combination with a frame having a channel cross-bar with downturned flanges, of a transmission-shaft extending longitudinally of the frame beneath said cross-bar,`and a two-part hanger having the sections thereof secured between the flanges of said cross-bar and depending' therefrom, the lower ends of said sections embracing said shaft, an, annular bearing surrounding' said shaft and embraced by said hanger-sections, and means'for clamping said sections together and securing' said bearing.

8. In a motor-vehicle, the combination with Y a frame having a channel cross-bar with downturned flanges, of a transmission-shaft extending' longitudinally of the frame beneath said cross-bar, an annular ball-bearing' surrounding' said shaft beneath said cross-bar, a twopart hanger having' the sections thereof extending between the boltto the flanges of said cross-bar, and at their lower ends forming complementary boxes for embracing said annular bearing, and means for clamping said complementary boxes together to secure said bearing and support said shaft.

9. In a motor-vehicle, the combination with a frame, of a channel cross-bar therefor having' downturned flanges, a transmission-shaft extending longitudinally of the frame beneath said cross-bar, a hanger for supporting said shaft, extending between the flanges of said cross-bar, a foot-lever, a fulcrumed bracket for said foot-lever, projecting laterally from the side of said cross-bar, and clamping means for securing said bracket and hanger to the flanges of said cross-bar.

10. In a motor-vehicle, a frame comprising separate side bars, and cross-bars, a motor arranged centrally between said side bars and spaced therefrom said motor having oppositely-projecting supporting-lugs and hangers rigidly secured to said side bars forming bearings for said lugs.

11. In a motorvehicle, the combination with a frame comprising longitudinal channel side bars, and cross-bars, of a motor arranged between said side bars and having oppositely-extending supporting-lugs, and stirrups rigidly secured to the web of said channel side bars, and depending therefrom, forming supports for said lugs.

12. In a motor-vehicle, the combination with a frame having channel side bars, with the flanges thereof extending inward, of motor-supporting' stirrups secured to said channel-bar, and comprising a U-shaped portion having angle-flanges at its upper end secured to the upper flange of said channel-bar, and angle-flanges on the sides of the U secured to the web of said channel-bar.

13. In a motor-vehicle, the combination with a frame, of a channelbar extending across said frame, and having downturned lianges,and a supporting-spring for said frame secured to said cross-bar between the flanges thereof.

14. In a motorvehicle, the combination with a frame, of a channel-bar having downturned flanges extending across said frame and secured thereto, an upwardly bowed spring for supporting' said frame and centrally supporting said cross-bar, and embraced by the flanges thereof, and clips for securing said spring to said bar.

l5. In a motor-vehicle, the combination with a frame, of a channel cross-bar therefor, having downturned flanges, an upwardly- IOC lIO

bowed spring for supporting said frame, a seat for the central portion of said spring arranged between the ianges of said channel-bar, and a clip for securing said spring to its seat, passing through apertures in the web of said bar and embracing' said spring within the flanges of said bar.

16. In a motor-vehicle, a frame comprising channel side bars, having inwardly -turned anges, and an end cross-bar, said side bars having portions projecting beyond said end cross-bar, having their upper flanges cut away to form angle supporting-brackets.

17. In a motor-vehicle, a frame comprising longitudinal side bars of channel cross-section, with the anges thereof turned inward, and an end cross-bar, said side bars projecting beyond said cross-bar, and having the upper Hange thereof cut away to form an anglebracket, and a cooler extending across the frame and supported on said angle-brackets.

18. In a motor-vehicle, a frame comprising side bars of channel cross-section, with the ianges thereof extending inward, and an end cross-bar, said side bars extending beyond said said side bar, and a clamping-bolt for secur` ing said shank and cooler to said projection. In testimony whereof I affix my signature in presence of two witnesses.

CHARLES SCHMIDT. Witnesses:

` A. CHAMPION,

HENRY B. JOY. 

